Lightweight truck



y 1965 c. s. RUMSEY ETAL LIGHTWEIGHT TRUCK 4 Sheets-Sheet 1 Filed March30. 1960 m QE INVENTORS CONWAY H. MELCHEK CLAYTON S. RUNSEY BY 2%ATTORNEY May 4, 1965 c, RUMSEY ETAL 3,

LIGHTWEIGHT TRUCK Filed March so. 1960 4 Sheets-Sheet 2 E as FIG. 5

48 INVENTORS F 4 conwnv H. MELCHER CLAYTON 5. RUHSEY BY {W ATTORNEY May1965 c. s. RUMSEY ETAL 3,131,479

LIGHTWEIGHT TRUCK Filed March 50.1960

4 Sheets-Sheet 3 INVENTORS CONWAY H. MELCHER CLAYTON S. RUHSEY F IG. 6

ATTORNEY May 4, 1965 c. s. RUMSEY ETAL 3,181,479

LIGHTWEIGHT TRUCK Filed March 30. 1960 4 Sheets-Sheet 4 F 8 INVENTORSCONWAY H. NELCHER CLAYTON S. RUHSEY By W ATTORNEY United States PatentOfi ice 3,l8l,479 Patented May 4, 1965 3,181,479 LlGHTWElGl-IT TRUQKClayton S. Ramsey, Lawrence ?ark, Erie, and Conway H.

Matcher, Erie, Pa, assignors to General Electric Company, a corporationof New York Filed Mar. 30, 1960, Ser. No. 18,641 3 Claims. (Cl. 105-136)This invention relates to trucks for rail vehicles, and moreparticularly relates to an improved lightweight truck.

Although total rail vehicle weight is a major factor in determiningtractive effort of a rail vehicle, there are some railroading conditionswhich make it desirable to decrease the total weight on the rails of alocomotive. Railroad rails are usually rated in pounds per yard, and thesize of the rail is a controlling factor as to what weight locomo tivemay operate on a particular railroad. Furthermore, a locomotive must bewithin pre-set weights for operation on some bridges and trestlcs.

In most cases, the railroads do not want to sacrifice locomotivehorsepower to keep the weight of a locomotive within certain limitswhere the railroad has a low weight limit. Therefore, it is encumbentupon locomotive builders to decrease the total locomotive weight withoutsacrificing horsepower.

A likely place where locomotive weight may be reduced is in the trucks.In designing a truck to decrease the weight thereof, the designer mustbe careful in not reducing the riding qualities of the truck, or designa truck with poor riding qualities.

It has been conventional practice in designing trucks for hi h speedrailroad equipment to provide a truck frame having an integral truckbolster with a center plate thereon adapted to receive the load of therail vehicle car body. This arrangement supports the vehicle and permitsthe truck to pivot with respect to the vehicle to facilitate thenegotiation of curves in the track. As the speeds of rail vehicles areincreased, the axles tend to oscillate laterally and it is essentialthat trucks designed for high speed service under rail vehicles carryingpassengers or locomotive propulsive equipment he provided with means todamp these lateral oscillations to prevent transmission of lateralforces to the rail vehicle car body. If these lateral oscillations arenot isolated from the car body, the resulting lateral motion of the carbody will increase the fatigue of the engine crews or become adiscomfort to passengers. Moreover, the suspended lateral vibrations maytend to damage or shorten the useful life of equipment and may evencause a rail vehicle to leave the rails.

Various truck constructions have been provided which tend to isolate thelateral motion of the trucks from a rail vehicle car body. The usualconstruction is the provision of a rigid truck frame havin integraltruck bolsters, transoms and end sills, and use of a bolster hung onswing hangers to allow lateral movement of the bolster with respect tothe truck frame. Another construction which controls lateral motion ofthe truck frame with respect to the rail vehicle car body is disclosedand claimed in Patent 2,907,282, assigned to the same assignee as thepresent application, wherein contoured rubber pads support a truckbolster on rigid truck cross members. These rigid trucks further requireequalizing members to insure equalization of axle loadings whenirregularities in the track are encountered.

While these constructions provide controlled isolation of the railvehicle with respect to lateral oscillations of the axles, these rigidtrucks add greatly to the weight of the rail vehicle, and therefore thetotal weight on the rails.

It is therefore a primary object of our invention to provide a new andimproved lightweight locomotive truck having good riding qualities andbeing adapted for high speed operation.

It is another object of our invention to provide such a truck which iseconomical in cost and simple in construction.

It is a further object of our invention to provide an improvedlightweight motorized truck having no rigid transoms or cross members,wherein relative lateral movement of the bolster with respect to theside frames is isolated from the rail vehicle car body by supporting thebolster on the truck side frames by means of angled rubber pads whichcarry the bolster and load thereupon is shear and compression and allowrelative lateral movement of the bolster with respect to the side framesand exert a lateral restoring force upon the bolster when such relativelateral movement occurs.

These and other objects of our invention are achieved in one formthereof by providing a truck which comprises side frame members having atruck bolster supported in the side frames by rubber pads loaded inshear and compression, and providing stabilizing means connecting theside frames to prevent lateral and axial misalignment of the side frameswhile allowing pitch of one side frame with respect to the other. Therubber pads are laterally loaded in shear upon relative lateral movementbetween the bolster and side frames and provide lateral restoring forcesupon relative lateral movement at the bolster and side frames. Thisconstruction contemplates no rigid connections between the side frames,and the truck bolster mounted therein is allowed to have relativelateral movement with respect to the side frames. With thisconstruction, equalizing members are not required, inasmuch as the sideframes equalize the axle loadings.

The features of the invention which are believed to be novel are setforth with particularity in the appended claims. The invention itself,both as to its organization and method of operation, together withfurther objects and advantages thereof, can best be understood byreferring to the following description when taken in connection with thefollowing drawings wherein:

FIGURE 1 is an elevation view of a truck constructed in accordance withthe present invention;

FIGURE 2 is a plan view of the same truck;

FIGURE 3 shows the bolster support arrangement of the truck illustratedin FlGS. 1 and 2 with a load on the bolster center plate;

FEGURE 4 illustrates traction motor support mounted on the bolster;

FIGURE 5 illustrates in outline a portion of a traction motor;

FIGURE 6 illustrates stabilizing means used to align the side frames ofa truck constructed in accordance with the present invention;

FIGURE 7 is a view of a portion of the stabilizing means taken along thesection line 77 in FIG. 6;

FIGURE 8 illustrates a second embodiment of a truck constructed inaccordance with this invention; and

FIGURE 9 is a fragmentary elevation view along section line 99 in FIGURE8.

Re-erring now to the drawings wherein like identifying numerals indicatelike parts, reference is specifically made to FIGS. 1 and 2. In thesefigures we show a truck comprising truck inside frames 1 and 2. Eachside frame has pedestals 3 and 4 defined in the end portions thereof,and an opening 5 is defined by each side frame intermediate the endsthereof. A truck bolster 6 is supported on the side frames in theopenings 5 by means of rubber pad assemblies 7 seated on the sides 8 and9 of the openings 5. The sides 8 and 9 of the openings 5 provide a seatfor the rubber pad assemblies 7 and have a width sufficient toaccommodate the rubber pad assemblies F.

"The rubber pad assemblies comprise alternaternate layers 7a of rubberbonded to metal plates 10;, preferably steel. The rubber pad assemblies'7 are sandwiched between base plates 10a and 10b. secured to the slides8 and 9 of the openings in the'side frames and base plates 1017 aresecured to the sides of the bolster 6 through pad adapter mounts 11. Thepad adapter mounts 11 are constructed to provide a surface 12 forming apredetermined angle with the vertical to mate with base plate b of therubber pad assemblies 7. Adapter mounts similar-toadapter mounts 11could be provided between base plate 10a and the sides of the opening 5to provide a rubber pad assembly mounting surface at any desired angle.The rubber pad assemblies 7 are loaded in both vertical shear andcompression when a load isapplied to the bolster 6.

In accordance with one aspect of this invention, the bolster is designedto have relative lateral motion with respect to the truck side frames tocushion lateral movement of a locomotive body mounted on the trucks.Upon relative lateral movement of the bolster 6 with respect to thetruck side frames, the rubber pad assemblies are laterally loaded inshear and provide a lateral restoring force onthe bolster. Frictionsnubbers 13 are provided between the ends of the bolster 6 and thebrackets 14 secured to the truck side frame to damp oscillations of thebolster.

-{The bolster 6 is adapted to support the car body of a rail vehicle oncenter plate 15 which ismounted on bolster 6 by means of center platesupport members 16 and 17 welded or other-wise secured between thecenter plate 15 and bolster 6. The load placed upon the bolster istransmitted by the rubber pad assemblies 7 through the side 7 sideframes to the journals of conventional wheel and axle assemblies 18 and19. Each wheel and axle assembly comprises an axle20- having wheels 21mounted thereon. Journal bearing assemblies, not shown, are mounted onthe journals of each axle in housings 22. A housing adapter 23 isprovided over each journal bearing assembly to space the journals in thepedestals and transmit load (from side frames to the journals. A rubberpad 23a is positioned between the adapters 23 and the top of thepedestals 3 and 4 to provide a resilient mount for the side frames onthe adapters. This arrangement allows movement of the side frames on theadapters 23 to equalize axle loads and to augment lateral motion asdescribed hereinafter.

The housing adapter 23 has flanges 24 thereon which engage members 25mounted in the pedestals to secure the wheel and axle assemblies in thetruck side frames. This preferred journal and pedestal arrangement isdisclosed and claimed in the copending application of Richard N. Cross,filed December 16, 1957, Serial No. 702,918, now patent 2,948,236,assigned to the same assignee as the present application.

Traction motors 26 and 27 are mounted on each axle and geared thereto.The motors are driveably connected to the axles by means of aconventional gear and pinion arrangement, not shown. Each motor pinionmates with a gear which is shrunk or pressed on the axle and is housedin a gear case 28. The traction motors may be suspended on the axle bymeans of a conventional traction motor suspension bearing assembly. Thetraction motors are also resiliently supported from the bolster 6, aswill be more fully explained hereinafter.

To insure that the truck side frames have no l0ngitudinal movement withrespect to each other, We provide stabilizing rods 2?, 30 and 31interconnecting side frames 1 and 2. The stabilizing rods are secured tospherical bearings mounted in bearing brackets 32 and 33 which areattached to the truck side frames 1 and 2 respectively. The arrangementof the stabilizing rod 36 passes through the space 30a defined betweencenter plate support members 16 and 17 as shown in FIG. 2. Thestabilizing rods and spherical bearings is shown in more detail in FIGS.6

Base plates 10a are and 7 and is described more fully in conjunctionwith those figures. The stabilizing rodsand spherical bearingsarrangement, while provided to retain the axles and truck side framesinrectangular alignment during operation, are 5 also arranged to alloweach side frame'to have rotational motion 'with respect to the'other inorder that the truck may readily adjust itself to track irregularitiesand allow the side frames to equalize the load on the journals when suchtrack irregularities are encountered.

Reference is now made to FIG. 3 wherein we show the bolster supportarrangement as it appears when load is applied to center plate 15. Therubber pad assemblies 7 are loaded primarily in shear, which deflectsthem downward, as illustrated. The compressive loading of the rub berpad assemblies 7 when load is' applied exerts forces on the bolster,tending to prevent rotational movement of the bolster about alongitudinal axis through the bolster. e

In PEG. 4 we illustrate a suitable traction motor bolster supportarrangement. This brackets 34 and 35 secured to the underside of bolster6. The brackets 34 and 35 support assemblies 36 and 37 respectively,each :of which comprise annular layers of rubber 38 and 39 with ametallic washer 40 therebetween. Bracket assembly 41 interconnectsassemblies 36 and 37. Bracket assembly 41 is not connected to thebolster 6. At the point of connection of the bracket assembly 41 withassemblies36 and 37 there is a ball joint assembly 42. Secured toassembly 21 is a rubber pad assembly 43 comprising alternatively stackedlayers of rubber and metal plates, and end plates 44 and 45. The rubberassembly 43 provides asupport for a traction motor. In 'assemblying amotor in the truck, the associated pad assembly 43 is compressed betweenend plates 44 and 4,5 and jaws .46 on the tractionmotor housing 47 (seeFIG. 5) are Yfitted over plates 44 and 45. For example the surface 44aof endplate 44 is contacted by the surface 46a of jaw 46 and the surface45a of end plate 45 is contacted by the surface 46b of jaw 46.Compression of the rubber pad assembly 43 is then released, therebyfrictionally locking the pad assembly 43 between surfaces 46a and 46b ofthe jaws 46. The assemblies 36 and 37 are held together by bolts 4-8 andnuts 49. It may be seen this arrangement permits relative lateralmovement of the bolster 6 with respect to the motor.

The assemblies 36 and 37, the bracket assembly 41 interconnectingassemblies 36 and 37, and the bolster portion between the brackets 34and 35 form a four-bar linkage which is movable about brackets 34 and'35 by virtue of the ball joints mounted therein. likewise, the balljoints in the upper portions of the assemblies 36 and 37 .provideflexible joints with bracket assembly 41. Upon relative lateral movementof the bolster with respect to the motor and therefore the truck sideframes, the point of suspension of the motor jaws on rubber pad assembly43 moves laterally with respect to the. bolster 6; The rubberpad'assembly 43 cushions the motor upon vertical movement of the bolster6 as do the rubber pads in this specification to illustrate a suitablemeans of sup-.

porting a portion of the weight of'a traction motor and/ or securing atraction motor upon a truck bolster while allowing relative movementtherebetween.

Reference 18 now made to FIG. 6 wherein we show the stabilizing meansprovided to keep the truck side frames longitudinally and laterallyaligned while allowing rotational motion of one truck side frame withrespect -to theother. The stabilizing means comprise brackets 32 "0 iand 33 secured to' side frames 1 and 2 respectively, and

1 stabilizing rods 29, 3t) and 3 1 interconnecting the side frames 1 and2.

The brackets 32 and 33 aresubstantially identical and 7 therefore onlythe structure of bracket 32 will be dearrangement comprises scribed.Bracket 32 comprises a backing plate 32a secured to truck side frame 1,as indicated in FIG. 2, and has stabilizing rod securing members 321)and 320 {see FIG. 7) extending therefrom. The brackets may be cast orfabricated, as desired. One end 54 of stabilizing rod 39 is secured inbracket 51 which is in turn secured to a sleeve 52 of spherical bearingassembly 53. The sleeve 52 is secured to the bracket 51 by means of snaprings 54 and 55. The spherical bearing assembly 53 comprises a sphericalbearing member 56, the mentioned sleeve 52 having an inner surfacecontoured to match that of the bearing member 56, dust guards 57 and '3,preferably of rubber or some other resilient material to prevent dust orother foreign material from getting between the hearing surfaces ofbearing member 56 and sleeve 52. Oil grooves 59 are provided in sleeve52 to allow introduction of a lubricant between the bearing surfaces.The spherical bearing member 55 is mounted on the shaft of a bolt 69 andspaced thereon by means of sleeves 61 and 62 and washers 63 and 64,.This entire assembly is mounted between the stabilizing rod securingmembers 325 and 320 of bracket 32 by means of the bolt 60 and nut 65.

The opposite end 6:; of stabilizing rod 36 is secured in bracket 67 asis end 63 of stabilizing rod 29. The bracket 67 is mounted on the sleeveof a spherical bearing in the same manner as bracket 51. The bracketsand "1' 6 connected to rods 2% and 31 are similarly connected tobrackets 32 and 33 respectively. This stabilizing arragemerit provides atruss which restrains longitudinal movement of one truck side frame withrespect to the other, and further prevents lateral displacement of theside frames.

Means are provided to allow rotational movement of one truck side framewith respect to the other, to allow the truck side frames to equalizethe loadings on associated journals when track irregularities areencountered. That is, we provide means to allow the side frames to pivotindividually about an axis parallel to the ground and perpendicular tothe longitudinal axis of the truck assembly. Thus, although thestabilizing means provides a truss which restrains longitudinal movementof one side frame with respect to the other and also prevents lateraldisplacement of the side frames, the side frames 1 and 2, secured to thebrackets 32 and 33 respectively, are allowed some rotational movementabout an axis indicated at A in FIG. 6, for example. To this end, weprovide another spherical bearing assembly 71 interconnectingstabilizing rod 31 and bracket 5i. The spherical bearing assembly 71 isthe same as bearing assembly 53 previously described, and is mounted injaws 31a of rod 51. The sleeve of bearing assembly 71 is secured inbracket 51 in the same manner as sleeve 52 of bearing assembly 53. Thispermits rotational movement of the stabilizing rod 31 with respect tothe brackets 51 and 7t), and therefore allows relative rotationalmovement of the truck side frames 1 and 2 without permanently distortingthe truss in the horizontal plane.

The provision of this stabilizing means obviates the necessity ofproviding separate equalizing members which would otherwise increase theweight of the truck. Furthermore, it will be seen that the truckdisclosed has no rigid truck frame transom members which would furtherincrease the weight of the truck.

Referring again to FIG. 1, it is seen that the load which is applied tothe side frames through the pad assemblies 7 is below the point ofloading of the side frames on the journals. This construction provides astable truck construction and by virtue of the stabilizing meansincluding the spherical bearing assemblies, allows the truck side framesto tip slightly to augm nt lateral motion and lateral cushioning. Sincethe load on the journals is above the points of loading of the sideframe, lateral tipping to augment lateral motion and lateral cushioningdoes not aifect the stability of the truck.

It will be apparent that the rubber pad assemblies 7 carry the verticalload of the bolster and the load upon the center plate 15 in shear andin compression. Additionally, the rubber pad mounting of the bolsterpermits lateral movement of the bolster with respect to the truck framesin much the same manner as the conventional swing hanger bolster supportarrangement. However, with the rubber pad assemblies 7, upon relativemovement of the truck sides and the bolster, the assemblies 7 will belaterally loaded in shear and will apply lateral restoring forces to thebolster to return the bolster to its normal position with respect to thetruck side frames. Track tests and theoretical investigations have shownthat the lateral restoring forces should not exceed approximately 12percent of the weight on the center plate when the pad assemblies 7 arelaterally deflected one inch.

Several factors must be taken into consideration when selecting thelayers 7a. The rubber consistency must be kept within practical limitsfor manufacturing purposes and yet be soft enough to provide acceptablelateral springing. The pad angle must be selected that will provide thenecessary degree of vertical statistic deflection for easy riding, yetthe rubber in the assemblies 7 must be hard enough to prevent unduelateral springing or rotational movement of the bolster. Anotherconsideration in design of the rubber pad assemblies is the ratio of thearea of the layers 7a to the height of the pad assemblies. if this ratiois too low, there may be a buckling of the pad assemblies 7. I

We have found that best results are obtained when approximately 60 to 70percent of the weight carried by the rubber pad assemblies loads therubber pad assemblies in shear.

In trucks constructed in accordance with our invention, for theparticular duro-meter of rubber used in the assemblies 7, we havemounted the assemblies 7 such that the layers 7a and plates 10 form anangle of 6 degrees with the vertical. However, this angle may varydepending upon the durorneter of the rubber layers 7a and the particularrequirements of the embodiment of the invention utilized.

It will be realized that variations in the proportion of the compressiveand shear loading of the rubber pad assemblies may be accomplished byvarying the durometer of the rubber or by changing the quantity of therubber in the pad assemblies.

In FIGS. 8 and 9 we show another embodiment of our invention. FIG. 9 isa view taken along section 99 of FIG. 8. in FIGS. 8 and 9 it is seenthat we also provide a coil spring assembly 72 between the bolster 6 andthe bottom 5a of the opening 5. A primary purpose of this springassembly is to provide a force in opposition to the restoring force ofthe rubber pad asernblies when the bolster is displaced laterally withrespect to the truck side frames. Ne have found in some applications thelateral restoring force of the rubber pad assemblies is of suchmagnitude as to return the bolster towards its normal position toorapidly following a lateral displacement of the bolster, which transmitsa lurch or rocking motion to the locomotive car body mounted on thetruck. The spring assembly 72 comprises coil spring 73 mounted on springplates 7d and 75. The spring plates 74 and 75 have bearing members 76and 77 thereon respectively, which mate with bearing members 73 and; 7%respectively. Member 73 is mounted on the bottom of the opening 5' onside frame 1, and member 79 is mounted on the bolster 6. Sleeve 89 andguide till extend from spring plates 75 and 74 respectively. Guide tillfits internally in sleeve to align spring plates 74 and 75.

The bearing members 76 and 77 attached to spring plates 74 and 75respectively may pivot in bearing members 78 and 79 respectively toallow tilting of the coil spring assembly.

Upon relative lateral movement of the bolster to the side frames, thecoil spring assembly is tilted with the top of the spring moving in thedirection of Flanges 82 are provided on spring plate 74 which coop-,crate with portion 85 of thebolster 6 to limit lateral movement of thebolster with respect to the side frames.

' When tilted, the spring 73 exerts a lateral force on the bolster inthe direction of movement of the bolster with respect to the truck sideframes, which opposes the lateral restoring force of the rubber padassemblies 7. With this construction and by proper choice of the spring73, the lateral restoring force exerted by the rubber pad assem blies 7may be regulated.

When the coil spring assembly 72 is used in a truck constructed inaccordance with our invention, more freedom of design is allowed in theselection of the rubber pad assemblies "7., inasmuch as the rubber layer7a of the rubber pad assemblies 7 may be made softer to decrease thelateral restoring force, and the spring '73 will then carry someof thevertical loading. When the coil spring assembly '72 is utilized, it maybe found desirable to.

change the angle the rubber pad assemblies form with the vertical. y

In the arrangement shown in FIG. 8, we have found that an angle ofapproximately 6 degrees yields the most optimum riding qualities. Itwill be noted that in the arrangement shown in FIG. 8 we utilize rubberpad adapter mounts 83 and 84 to mount the rubber pad assemblies 7between the bolster 6 and sides of the Window opening to achieve theproper mounting angle of the rubber pad assemblies 7. The snubber 13 isagain provided to damp any vertical or lateral oscillations of thebolsterwith respect to the side frames.

The truck embodying our invention has no rigid truck bolster, transomsor truck end'sills and requires no separate equalizers by virtue ofthestabilizing means which allows the side frames to equalize theloading on the associated journals. This construction affords a'lightweight truck which may be motorized. This truck though light inweight is adapted for high speed operation and allows lateral sprin ingof the bolster without the provision of conventional swing hangers.Furthermore, the truck is adaptable for mounting of conventional brakelinkages as exemplified by the brake cylinders 85 and 36 and associatedactuating rods 87' and 83 shown in FIGS. 1 and 2.

, It will be further noted that this truck also provides for a tractionmotor bolster mounting which allows relative movement of the bolsterwith respect to the traction z motors.

Throughout the descriptions of our invention We have described thebolster as having relative lateral movement with respect to the truckside frames. In practice, the

truck side frames mounted on the axle journals follow the track and anylateral or vertical irregularities therein, and the bolster 6 and carbody mounted thereon remains relatively stationary with respect to thedirection of travel of the rail vehicle. Therefore, in actual practiceit is the ,truck side frames which move laterally with respect to thebolster; Inasmuch as the traction motor is primarily supported on theaxles interconnecting the truck 'side frames, the traction motors alsomove laterally with respect to the bolster, and the arrangement we haveshown in FIG. 4 allows for this lateral movement of the traction motoras well as providing vertical springing of the traction motors.Throughout this specification we have referred to the assemblies 7 asrubber pad assemblies. The use of the word rubber is intended to includematerials exhibiting like qualities to those of rubber, particularly theresilient quality.

The truck side frames and bolster utilized in a truck.

embodying our invention may be either cast or fabricated. The size anddimensions of the springs 73 will be dependent on the load carried bythe truck as well as the characteristics of the pad assemblies 7. Whilewe have illustrated only one sideframe 1 in elevation in describing ourinvention, it will be understood that the mating side frame 2 isidentical thereto.

bolster movement with respect to 'the side frames.

While we have illustrated and described trucks for rail vehiclesembodying our invention, changes and modifications to these disclosedembodiments may occur to those skilled in the art.- which do not departfrom the spirit and scope of our invention. Accordingly, it is ourintention to cover all changes and modifications of the examples of theinvention herein chosen for purposes of disclosure which do notconstitute departures from the spirit and scope of the invention. a

What we claim'as new and desire to secure by Letters Patent of theUnited States is:

1. A railway car truck assembly comprising: a pair of frames andtransverse restoring forces for said bolster upon relative transversemovementof said bolster with respect to said side frames; a tractionmotor suspended at one end on at least one of said axle assemblies andre siliently supported at the other end thereof on said bolster, saidtraction motor and the resilient supporting means having meanscooperating with each other to provide for relative transverse movementbetween said bolster and said traction motor; and stabilizing meansdisposed within a horizontal plane of said truck for interconnectingsaid side frames,'said stabilizing means being operative to preventrelative transverse and longitudinal movement of said side frames tomaintain the squareness of .said truck assembly While at the same timepermitting said side frames to pivot individually about an axiscontained in axvertical transverse plane of said truck and to tilttogether with respect to a vertical longitudinal plane of said truck toprovide respectively for equalization of the load on the axle assembliesassociated With said side frames and amplification of the relativetransverse motion of said bolster with respect to said side frames. 7

2. The railway car truck assembly of claim 1 wherein said stabilizingmeans comprises a plurality of transverse members forming a trussstructure and a plurality of References Cited by the Examiner UNITEDSTATES PATENTS.

1,386,587 8/2 1 Murray et al. 49 1,628,298 5/27 Anderson 1051792,019,592 11/35 Young 105208.2 2,099,031 11/37 Neal etal. 105-l972,211,463 8/63 IIObSOIll 105-1972 2,316,592 4/43 lohnston 105208.22,347,628 4/44 Cottrell 105 4082 2,405,398 8/46 Buckwalter 105-1932,477,517 5/49 Haynes 105--208 2,630,079 3/53 Cottrell 105-193 X2,841,096 7/58 Hirst 105197 2,903,975 9/59 Rossell 105-l97 2,950,6398/60 Rossell 105193 X 2,981,206 4/61 Lich 105-482 2,981,208 4/61Sinclair 105-197 MILTON BUCHLER, Primary Examiner. IAMES S. SHANK, LEOQUACKENBUSH, Examiners.

1. A RAILWAY CAR TRUCK ASSEMBLY COMPRISING: A PAIR OF INDIVIDUAL SIDE FRAMES EXTENDING IN THE LONGITUDINAL DIRECTION OF SAID TRUCK AND HAVING THEIR ENDS MOUNTED ON WHEELS AND AXLE ASSEMBLIES; A TRUCK BOLSTER EXTENDING TRANSVERSELY BETWEEN SAID SIDE FRAMES; MEANS FOR RESILIENTLY MOUNTING THE ENDS OF SAID BOLSTER FROM SAID SIDE FRAMES TO PROVIDE FOR MOVEMENT OF SAID BOLSTER IN BOTH THE VERTICAL AND TRANSVERSE DIRECTIONS WITH RESPECT TO SAID SIDE FRAMES AND TRANSVERSE RESTORING FORCES FOR SAID BOLSTER UPON RELATIVE TRANSVERSE MOVEMENT OF SAID BOLSTER WITH RESPECT TO SAID SIDE FRAMES; A TRACTION MOTOR SUSPENDED AT ONE END ON AT LEAST ONE OF SAID AXLE ASSEMBLIES AND RESILIENTLY SUPPORTED AT THE OTHER END THEREOF ON SAID BOLSTER, SAID TRACTION MOTOR AND THE RESILIENT SUPPORTING MEANS HAVING MEANS COOPERATING WITH EACH OTHER TO PROVIDE FOR 